danj

The reasons Lone listed were the same reasons I decided to change out my carb and intake for the Edelbrock Pro Flo EFI system. Programability from inside the car for both performance and economy were 2 features I couldn't resist. It's still a work in progress so I'll let you know how it turns out. Dan H

Ditto. But, hood clearance and steering rod clearance seem to dictate what goes under my hood . Impressive looks though . I'm digging deep for the new Edelbrock Pro Flo Vortec EFI, so the well is running dry . Dan H

I have a performance shop redoing my wiring this week using the Painless wiring kit and the Haynes Manual for the year/make car. They said the wiring diagrams in the back of the Haynes manual were all they needed. DanH

Tomahawk Z Yes, the name is Pratt. Do you know him? If so I'll give you 50% of any of my money that you can recover. I felt fortunate just to get the car back, even if not in the condition I left it. Be careful if you deal with him on anything. I can take my losses and lick my wounds. Just don't want to see anyone else get taken to the cleaners. John W. Are you back from Sacramento now? Was your trip successful? I have some pics to send you. I found a local speed shop that may be able to get me over the hump (steering column) on the header issue. Dave had some good input on shocks and struts. Would like some help on springs, etc. Ross has been a big help too on this. Thanks DanH

Thanks for the link on the Tokico shocks & struts. I think I figured out why I ended up with so many cheap, unusable new parts that were shipped back with the car. I paid a flat fee up front to cover the cost of quality parts that would have to be purchased for the project, the money was never accounted for, then I recover the car a year later with a bunch of cheap, unusable or undesirable parts inside . I remember when things like that used to be considered a crime. Your input has been real helpful. I'll go with the better adjustable shocks & struts. Dan H

Dave The only other identification on the box besides some spanish writing is the symbol VST, for Velocity Sensitive Technology. You are correct. They are all the same size, so it looks like I have 2 extra. No telling what Preston may have had in mind on these. Looks like they were delivered from Gabriel/Autozone. Does this help? DanH

Dave Thanks for the input on the springs and struts. When I recovered my car from Preston I found 4 MacPherson Gas Charged Struts in the back. They don't look adjustable. Part number for all 4 is G51018. Do you think these are keepers? I anticipate getting new or custom made springs. Trying to salvage what I can of the uninstalled new parts that were shipped back with the car. But if they are inferior parts or will need to be changed out later then I'll just add them to the huge serving of crow I am eating on this deal. Main thing is that I want to end up with the ZX conversion I have been dreaming about. DanH

Dave, Ross: Thanks for your input. Ross: I received your email and replied before I noticed your post in HybridZ. What do you guys think of the link that labrat posted? Know anyone who used these huggers on a ZX? You can go to the link and click on headers to pull up a pic. When I recovered the car from Preston (cost $950 to transport back)I found a set of Hooker headers in the back seat along with many other parts that were never installed (long story). Do you think these would be the best headers to fabricate, or are there better headers to modify? Once I settle on the best headers to modify I will probably have the car towed to a shop that can do the header/exhaust fabricating and would like to have any needed suspension work done at the same time. There was a set of 4 MacPherson gas charged struts left in the car. I anticipate having these installed. Are there any other suspension modifications you would recommend? Is it necessary/desirable to change springs or other suspension components? I want to get as much out of each tow to the shop and back as possible. I have a lot more $$$ and time into this project than I have results to show for it , so to salvage the project and get the conversion I wanted I don't mind spending what's necessary to get the best combinations. Appreciate your thoughts . DanH

labrat Thanks for the post and link. I have the rack and pinion setup. That's the 1st time I've seen headers from Zig's. The RW27 huggers look like they have possibilities. Would like to know if anyone with the 83 280ZX has tried them. I have a set of Hooker headers that look like they would need some serious fabrication to fit. DanH

Hey Guys need some help here. There have been several threads in this forum on fitting the driver side header on the 83ZX which have been helpful, but a pic is worth a 1000 words, maybe a million . If any of you have any pics that show the routing along with any tips it would sure be appreciated. The 383sbc is on the mounts and it looks like there is practically no room to run the headers around, through, or over the steering. Let me know if you can email some pics and instructions on how you accomplished this. Thanks much, DanH

To DanC, Greimann, Ross C, John Welch and any other successful ZX converters. My ZX just arrived from the fabricator in Phoenix after 14 months (I had it trailored back) and it looks like I have my work cut out for me to get the car roadworthy. It's a long story but if anyone is planning on having work done on their ZX in that area do yourself a favor and check with me 1st. There are some great z-guys in the Phoenix area that post to this site, but unfortunately there is at least one imposter (Not a HybridZ member of course)...nuff said. Anyway, the car was returned to me with the engine, tranny and shifter installed, and not much else. The Hedmann headers were left inside the car along with most of the other parts that were never installed. Would like to get some pics that show the routing of how the driver side header was routed around the steering column. This looks like one of the 1st problems I will have to solve. Any input on this will be much appreciated. Mine is an 83 280ZXT with a 383 sbc. Dan H

Grumpyvette Thanks for the refresher course in engine basics and the excellent reference sources. These should be on everyone's favorite web site lists. I purchased 4 of the 5 recommended books from Amazon.com several months ago and they are really good reading. Glad to see you are a regular poster to this site again after surviving your recent family wedding. DanH

Danc Thanks for the input. I'm not for sure what all will have been done to my 83ZX until it arrives by trailor next month (long story), but I do know that I will be needing some experienced help from you and others like J. Welch, Ross C, and Greimann who have converted the ZX. Do you have any pics of your conversion you could email me. I'm trying to build a file of reference material to help me get started with the completion work once I get the car back. It is getting a brake and suspension upgrade now. The drive-line is in place. I'm initially going to use the stock R200 3.54 rear. Dan H

Danc How did you solve the problem of clearing the steering column for the headers? How did you route the exhaust? Any wiring tips? I have an 83ZX sbc (383, 700R4)coming back from fabrication next month after 14 months. It still won't be running so I'll be needing some trial-by-fire assistance. What are the specs on yours? DanH

Grumpyvette used to frequent this site and provide us with a mountain of technical information that was always interesting and helpful. I havn't seen a post from the Grump in quite awhile. Has anyone seen or heard from him lately? DanH

It depends on the model year you are converting. The older the Z the more information you can find on how to do the conversion. The ZX models are much more difficult and require a lot more fabrication. A lot will depend on your time, experience and ability (and money). I have an 83ZX that is being worked on by a fabricator that has had a lot of experience with the older Z's (before 1979) but has had numerous problems with the ZX. It has been in fabrication for a year and is about 50% complete. Fortunately, the guys that post to this forum have done it all and can advise you every step of the way. Dan H

JamesL I noticed you were from Tulsa. I didn't know there were other HybridZ guys in T-town. Do you belong to the local Z-car club? I'm expecting to get my 83ZX sbc back from the fabricator in Phoenix in a few weeks. It won't be ready for the street yet, so it will still be a work-in-progress for awhile. If I had it to do over, I would have purchased a converted Z, as you are considering, and then just do upgrades as time and money permits. At least you would be on the road with it. Mine has been in fabrication for almost a year, and I'm not sure what all it will still need after I get it trailored back to Tulsa. I've spent over $10,000 so far and no end in sight. Where in Tulsa are you located? Dan H

It would probably be best to post topics in the category that best relates to each subject, which is the way this forum was originally designed. This seems to be the go-to place for any and all topics since it is the most visited forum. The only problem I have found is that as membership grows and more and more topics find their way to this forum, some questions or problems get pushed down the list and onto the next page before they are fully discussed, leaving some of us a little short-changed on getting answers to our questions. Just my thought. Dan H

There is an inverse relationship between cost and time on these projects. Some guys do it all themselves, use donor cars, shop the boneyards, swap stuff, and do all their own fabricating to keep the out-of-pocket cost down. But then you would need to ask them how much time they have spent on the project, which could be the hundreds of hours. Others buy new parts, hire fabricators and specialists, and pay thousands of dollars, but don't invest nearly as much of their own time. So, you have to 1st decide how much money do you have to spend, and how much time, tools and know-how do you have to do it yourself. Somewhere between spending all your time or spending all your money there will be the right combination for you. I suspect the guys that do it on the cheap devote the most personal time to the project and don't count their labor in the cost. The guys that spend the most money count the cost, but have more time to do other things. That's why we see cost figures that vary between $1,500 and $20,000. Just my .02

After you solve the radiator problem, perhaps you will want to invest in some better brakes to avoid a repeat . Just a thought.

Ross You mentioned about Tinitus. I also have Tinitus, although mine was induced by using firearms at a young age without ear protection. Just wanted to say that I hope this condition corrects itself without having to compromise the sound of a deep-throated exhaust system, but especially, and I know I speak for everyone on the HybridZ forum, I hope your treatments go well and that you will be as healthy as your Z-car before long. I appreciate all the help and advice you have given me during the on-going fabrication of my ZX over the past year Dan H

I agree with Lone. Converting a Z-car cannot be considered a sound investment. It is a hobby. You have to do it for a sheer sense of accomplishment and enjoyment like any other hobby. The economics are not there and never will be. I have had my ZX tied up for almost a year now and have spent $4,500 on the engine, $5,000 more in tranny, exhaust, spark, drive-line and other parts, and labor will be several thousand more. By the time I do tires and wheels, stereo, and some air-dams I will be looking at out-of-pocket expenses of over $18,000, and that's not even figuring the value of the car itself . Also, no more A/C unit . I have to love this car a lot more than the money I had to earn to convert it. Would have been far more economical to buy a converted Z-V8 and do upgrades. Why in the world am I doing this? Dan H

1fastz I guess there is always that trade off between max strip performance and streetability. Somewhere in between there is an ideal or acceptable sweet spot that will vary from driver to driver. I don't have a shop, so not having overdrive, like the 700R4 tranny provides, and changing out springs frequently wouldn't work for me. Does the turbo 350 really offer more performance opportunity than the 700R4? I know it has an extra gear so the drop off between gears would be better. Just less streetable without OD. I'll keep watching the posts from the well know high-performance Z Jocks till somebody offers a combo that fits my Z-car street/strip sweetspot, with a little bias toward the drag strip . Dan H

How streetable would the 383 be NA? What NOS system do you run with it? What rear ratio are you running? Also, If I come down to visit what is your favorite Mexican restuarant in San Antonio. I need to be able to drive the car back to Oklahoma if this becomes a doable deal for me. High 10's NA and low 9's with NOS sounds good. Dan H

1fastZ Thanks for answering my questions, including questions you knew I should have asked . Where are you located? Would like to visit with you further on this deal. Dan H